There’s no question that Canadians love all-wheel drive. We choose it so often in sport-utes and crossovers that if one comes in either two-wheel or all-wheel-drive, auto manufacturers often offer just the latter north of the border.

But it’s far less common in mainstream cars. Other than at Subaru, where everything — except its rear-wheel-drive BRZ sports car — sends power to all the tires. And that includes the 2019 Impreza. Available either as a sedan or hatchback, as this tester was configured, the Impreza isn’t perfect, but it has more than enough good qualities to keep AWD fans happy.

There are six trim levels, with prices running between $19,995 and $30,195 for the sedan, and from $21,295 to $31,095 for the hatchback. Unusually for a car lineup these days, the first three trim levels can be had with a five-speed manual, as well as a CVT (that’s the only choice on the top three levels). I tested the Sport trim with the stickshift, which rang in at $25,395.

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

While it wasn’t added to my car, the Sport and top-trim Sport-tech can be optioned with EyeSight, a camera-based collection of electronic safety features including adaptive cruise control, lane-keep assist, automatic emergency braking and others — but only on CVT-equipped cars. The package also adds push-button start, automatic high-beam assist and emergency reverse braking, too.

All Imprezas use a 2.0-litre four-cylinder horizontally opposed engine that makes 152 horsepower and 145 lb.-ft. of torque. No one’s expecting this to be a WRX, but acceleration is lacklustre. The stick shift is more about saving the $1,300 to move up to the CVT than driving fun, with long and rubbery throws. It could use a sixth gear for highway driving, too. Rather than go for all that soulless shifting — and you have to do a fair bit of it to keep this low-torque engine in its sweet spot — I’d probably order the CVT, and then drive with the understanding that I have to be diligent about where and what I’m going to pass.

It’s the all-wheel that’s the draw for most people. Subaru does a great job of providing a seamless and sure-footed experience, and with always-on AWD rather than a system that powers the front wheels and then picks up the rear ones when required. Still, don’t neglect adding winter rubber: Even AWD can’t help if your tires aren’t gripping the road. The steering is light but accurate, and the suspension soaks up any asphalt bumps better than you’d expect for an entry-level vehicle.

Driving all four wheels naturally requires a bit more energy, and keep that in mind when you’re comparing the Impreza to some of its two-wheel-drive compact competitors. In cooler-weather driving, I averaged 9.6 L/100 kilometres, just slightly above its published figure of 9.0 L/100 kilometres.

Some entry-level compact styling can be way too funky for its own good, but the Impreza sports a handsome and mature design that I think will age well and doesn’t scream, “here I am!” The liftgate opens over a relatively low lift-over, making it easy to load items in the back, and the rear seats fold down flat for extra space if required.

The front seats provide more support than you’d usually expect at this level, and for its size, this little car has decent space and legroom in both the front and rear chairs. I’ve always appreciated the simplicity of the Impreza’s controls, with dials and large buttons for the climate and infotainment systems, along with hard buttons for the heated seats, rather than paging through screen menus to find what you need. That said, there’s a little bit of disconnect between the controls and the readout: the climate temperature and vent modes are small icons within the narrow information screen at the top of the dash, rather than closer to the dials.

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

2019 Subaru Impreza Hatchback

Jil McIntosh, Driving

Such items as air conditioning, Bluebooth, Apple CarPlay, Android Auto and a back-up camera (which is now mandatory on all new vehicles sold in Canada) are standard on all Impreza trims. The Sport contains a number of features that I’d normally expect on something considerably pricier, including a power driver’s seat, steering-responsive LED headlamps, a power sunroof, and an eight-inch touchscreen, larger than those on the Convenience and Touring models below it.

The dash’s multitude of angles and overlays is a bit busy, but it’s handsome nevertheless, and stitching on the seats, dash, and steering wheel add to the appeal. But even so, an automaker can only throw in so many items for the price. There are a few places where this Impreza shows a bit of cost-cutting with some hard plastic bits and cheap, thin carpet that feels more like trunk liner material than a proper floor covering.

Its lack of lower-end power may turn off some buyers, but those who are looking for a commuter car with all-wheel traction will find it here at a reasonable price. And the best part is that, in this case, you don’t have to move up to a crossover or SUV to get it.